Accelerator controlled automotive



Oct. 24, 1939. F. w. coTTERMAN Re- 21,244

l ACCELERATOR CONTROLLED AUTOMOTIVE TRANSMISSION OriginalFiled March 17, 1933 3 Sheets-Sheet 1 h Iv n w wv Y i s N13 QQ WQ. NP ...1| LIJPSTILQ mii Q MQ PQ m r Qu. 047//2 S. mi m5 wmv llwu ml m$\ l 7////rZ//// f Sw ml@ uw m @AMW n l QL: wr. @www www@ VH El lll Ill IH HIHHHHHHIHIIIHHII ll! HI Ii Il Il H w?. m QQ mQ Oct. 24, 1939. F. w. coT'rr-:RMAN Re? 21,244

lACGELEJ-RA'I'6R C ONTROLLED AUTOMOTIVE TRANSMISSION Original Filed March 17, 1935 5 Sheets-Sheet 2 F. W. COTTERMAN Oct. 24, -1939.

ACCELERATOR GONTROLLED AUTOMOTIVE TRANSMISSION Original Filed March 17, 1933 3 Sheets-.Sheet 3 lllllllllllllllllllllll' .'Reissued Oct. 24, 1939 UNITED STATES PATET OFFICE.

ACCELERATOR CON TROLLED AUTOMOTIVE TRAN SMIS SION Frederick W. Cotterman, Dayton, Ohio, assigner, by mesne assignments, of one-half to Bessie D.

Apple 20 Claims.

This invention relates to transmission mechanism for automotive use and is particularly applicable to motor vehicles.

An object of the invention is to provide transmission mechanism having both free wheeling and conventional characteristics and so arranged that when the conventional H control lever is operated to any of its several speed changing positions, free wheeling is automatically eliminated, but when the H control lever is placed in neutral position and left there, both free wheeling and accelerator controlled gear shifting is thereby provided, to the end that the transmission may be shifted through its entire range of forward speed changes by mere manipulation of the accelerator pedal.

Another object is to provide mechanism whereby a steady `depression of the accelerator pedal will maintain the transmission mechanism always in the gear ratio in which it then is, but sudden release of the accelerator pedal, at or after certain predetermined vehicle speeds have been attained, will shift the transmission mechanism to the next higher gear ratio.

Another object is to provide mechanism whereby full depression of the accelerator pedal, when the vehicle is in high gear and is moving at less miles per hour than its maximum second speed, will shift the transmission mechanism back from high gear to second gear, to the end that if the operator finds that he has shifted from second to high gear at too low a vehicle speed, he need only depress the accelerator pedal fully and the transmission will return to second speed.

That these and other objects are attained will be apparent from a consideration ofthe following description, reference being had to the accompanying drawings wherein:

Fig. l is a vertical axial section through the transmission mechanism.

Fig. 2 is a fragmentary horizontal aidal section taken at 2--2 of Fig. 1 showing the mechanism for returning the gear ratio from high back to second.

Figs. 3 and 4 are transverse sections taken through Fig. 2 at 3-3 and 4 4 respectively.

Figs. 5, 6 and 'l are transverse sections taken through Fig. l at 5 5, -B and l-l respectively.

Fig. 8 is a horizontal section taken through Figs. l., 6 and 7 on the line 8 8.

Fig. 9 is a fragmentary portion of Fig. l drawn to a larger scale showing the relation of the parts of the second speed clutch when the vehicle is at rest.

Fig. 10 shows the same parts as Fig. 9 and. the

(Cl. 'i4-336) relation they maintain as long as the accelerator pedal is steadily depressed.

Fig. 11 shows the same parts as Fig. 9 and the relation they assume when the accelerator pedal is suddenly released and the engine allowed the drop to a reduced speed.

Fig. 12 is a transverse section taken at l2-I2 of Fig. l.

Similar numerals refer throughout the several views.

Within the flywheel housing 26 of a conventional automotive engine is the usual flywheel 2l which contains the clutch 23 for connecting the engine to the transmission.

The clutch may be a foot operated clutch but is preferably either a centrifugal or a vacuum operated clutch constructed andvarranged in such a manner that the depression of the accelerator pedal but slightly, will operate the clutch into engagement and connect the engine to the transmission,

Whatever type of clutch may be used the driven clutch member is secured to the pinion shaft 23 which is supported in the ball bearing 24 in the transmission housing 29.

Within the transmission housing 29 the main shaft 3| at one end has a bearing 32 in the end of the drive pinion shaft, and is supported at the other end in the bearing 33. The countershaft 39 is held against rotation in the hubs 40, which are located one at each end of the housing. A high speed spring clutch broadly designated by the numeral 25, a second speed spring clutch broadly designated by the numeral 35, and a low speed spring clutch broadly designated by the numeral 45 surround the main shaft 3| between spaced apart pairs of gears. Immediately surrounding the mainshaft 3l is the spring clutch sleeve 34. Solely to facilitate assembly, the spring clutch sleeve 34 is divided into three lengths which are end splined together at 3B and 3l, but for clearness of description the spring clutch sleeve 34 will be referred to as a single part.

Spring clutch sleeve 34 has spaced apart along its length, the high speed spring clutch cup 38, the second speed spring clutch cup 33 and the low speed spring clutch cup 4 I. These three cups always rotate in unison and are always the driven members of the spring clutches.

The main drive pinion 42 is integral with the shaft 23 and in constant mesh with a gear 43 on the countershaft Sil. Second speed gear 44 surrounds and has free bearing on the spring clutch sleeve 34 and is in constant mesh with the countershaft gear 46. Low speed gear 4l surto similar parts rounds, and has free bearing on the spring clutch sleeve 34 and is in constant mesh with a gear 4S on the countershaft 3D. The three countershaft gears 43, 45 and 48 are integral. A spacing sleeve 59 takes up the unused part of the countershaft 39. The pinion 42 has a spring clutch cup 49 integral. The gear 44 likewise has a spring clutch cup 5| integral. Gear 41 is itself hollowed out to serve as a spring clutch cup at 52. The three spring clutch cups 49, 5| and 52 always rotate at different speeds and are always the driving members of the spring clutches.

The operative mechanism of the second speed clutch 35 contained within the second speed driving clutch cup 5| and the second speed driven clutch cup 39 comprises the second speed clutch spring 53. (See enlarged view of second speed clutch Fig. 9.) Spring 53 is preferably made of rectangular bar stock the cross section of whic has greater breadth than height. Spring 53 is accurately machined and has an outside diameter preferably about one twohundredth of an inch less than the inside diameter of the cups 5| and 39, leaving the space 55 between the spring and the cups.

A ring 54 has a hub 55 slidable axially over the clutch sleeve 34. An outwardly extending flange 51 is provided to engage and compress the spring 53 when the ring 54 is moved axially. A pin 59, tted loosely in the wall of cup 39 and tightly in the ange 51, keeps the ring 54 turning in unison with the cup 39. The inside face of the ring 54 is beveled as at 59. A series of ground steel balls 6| are held between the beveled face 59, the sleeve 34, and the inner face of the cup 39.

A second ring E2 has a hub |53 slidable axially over the clutch sleeve 34. A pin |34 keeps the ring 52 rotating in unison with the cup 5|. Pin 84 fits tightly in the cup 5| and loosely in a hole in the face of the ring 62. The inside face of the ring 52 is beveled as at 65. A series of ground steel balls 61 are held between the beveled face 66, the sleeve 34, and the inner face of the cup 5|.

The two rings 54 and 62 are urged axially in opposite directions against the balls 6| and 61 by the spring 19, normally leaving the space 58 between the ends of the hubs 59 and B3. The length of spring 53 is such that a slight space 69 is normally left between the end of the spring 53 and the flange 51. The inner diameter of spring is such as to fit over the rings 54 and 52 loosely.

The operative mechanism of the high speed spring clutch 25, contained within the high speed driving clutch cup 49 and the high speed driven clutch cup 38 comprises a clutchspring BU and in other respects is somewhat similar tothe second speed clutch just described.

The high speed clutch however, has additional mechanism operable by connection to the accelerator pedal for returning the transmission to second gear if it has been shifted to high gear at less than its possible maximum speed in second. rlhis additional mechanism is best shown in the enlarged views Figs. 2, 3 and 4.

Referring to Fig. 2 it will be seen that the spring 8|! fits the driving cup 49 and the driven cup 38 loosely, leaving the space 1| between the outside diameter of the spring 50 and the inside diameter Y of the cups 49 and 38.

A ring 12 has a hub 13 slidable axially over a spacing tube 55 which surrounds the main shaft 3|. An outwardly extending flange 14 is provided to engage and compress the spring B9 when the rring 12 is moved axially. A pin 15 (see Fig. l)

fitted loosely in the wall of cup 38 and tightly in the flange 14, keeps the ring 12 turning in unison with the cup 38. The inside face of the ring 12 is beveled as at 15. A series of ground steel balls 11 are held between the beveled face 15, the tube 65 and the inner face of the cup 3B.

A second ring 18 has a hub 19 slidable axially over the spacing tube 65. A pin 9| (see Fig. l) keeps the ring 18 rotating in unison with the cup 49. Pin 8| iits tightly in the cup 49 and loosely in a hole in the face of the ring 18. The inside face of the ring 18 is beveled as at 82. A series of ground steel balls 93 are held between the beveled face 82, the tube 95, and the inner face of the cup 49.

The two rings 12 and 18 are urged axially in opposite directions against the balls 11 and 83 by the spring 84, normally leaving the space 85 between the ends of the hubs 13 and 19. The length of the spring 69 is such that a slight space B5 is normally left between the end of the spring E0 and the flange 14. The inner diameter of spring Ell is such as to t over the rings 12 and 18 loosely.

The hub 19 of the ring 18 is slotted through at four equally spaced places 81 (see Fig. 4). A washer 88 surrounds the hub 19. The washer 88 has four ears 89 extending inwardly into the slots 81. The washer 88 is slidable axially over the hub 19 but is urged against the ring 18 by the spring 84. Four rods 9| extend lengthwise through the shaft 23, the outer ends of the rods being tightly held in the collar 92 and the inner ends abutting the ears 89 of the washer 38.

The collar 92 is axially slidable on the shaft 23. Studs 93 tightly held in a bifurcated lever 94 extend into a groove 9E in the periphery of the collar. The lever 94 is an extension of the accelerator pedal 91 which is fulorumed at 98. A second extension 99 of the accelerator pedal carries the rod ||l| which extends forwardly for connection to the engine carburetor. Depression of the accelerator pedal 91 at once moves the rod I0! to increase the engine fuel and moves the collar 92 to compress the spring 84 through the rods 9| and washer 88. The reason for so ccmpressing the spring 84 will hereinafter appear.

The low speed spring clutch 45 contains nothing within the driving cup 52 and the driven cup 4| except the spring |92, which is accurately machined and normally has an outside diameter several thousandths of an inch larger than the inside diameter of the cups 52 and 4| which contain it. Clutch 45 always becomes operative upon mere reversal of direction, like any overrunning clutch, and has no other operative mechanism.

The outside surfaces of high speed driving clutch cup 49 and high speed driven clutch cup 3B have iine clutch teeth 53 and |04 cut upon them respectively (see Fig, 2). A flange |96 integral with gear 44 has corresponding clutch teeth |91. A grooved collar |98 normally on the teeth |94 has corresponding internal clutch teeth, and is slidable axially to three positions so that, at the extreme forward end of its movement it connects cup 49 to cup 38 whereby they rotate in unison no matter which becomes the driver, while at the other end of the movement it connects cup 38 to the flange |96 so that they rotate in unison no matter which becomes the driver.

On the outside surface of low speed driven clutch cup 4| line clutch teeth |09 are cut. Corresponding clutch teeth are cut on an enlarged partl||2 of main shaft 3|. A sliding gear H3, having a grooved collar ||4 integral, has internal clutch teeth part way only of its length corresponding to the teeth |09 and III, and is slidable axially thereon to three positions, so that at the extreme forward end of its movement it is entirely on the cup 4| and in engagement only With the teeth |09 and therefore does not connect any two parts.

At its middle positionshown in Fig. 1 it connects the cup 4| and the enlarged part H2 of shaft 3|. At its extreme rearward position its toothed interior engages only the teeth on the enlarged part H2 of the shaft 3|. But in its extreme rearward position the sliding gear H3 is in mesh with a reversing idler gear H5. (See Figs. '7 and 8.-) Reversing idler gear H5 has integral therewith the idler gear H1 which is-in: constant meshwith the gear 48 (see Figs. 6 and 3). Integral idler gears HG and revolve about the stationary idler shaft H8 supported in hubs H9 in the transmission housing 29.

A shifting fork |2| engages the groove in the collar |08 and a similar shifting fork |22 engages the groove in the collar H4. Shifting fork |2| is attached to high and intermediate shifting bar |23` (see Fig. 6), while the reverse Shifting fork |22 is attached to reverse shifting bar |25 (see Fig. 7). The H control lever |28 operates in the usual manner, that is, when the ball |29 is moved over into the notch |3| of bar |23 and the top end of the lever |28 is pushed forward, the bar |23 pulls the fork |2| rearward, and positive connection is established by collar |08 between the cup 38 and the flange |55 of intermediate gear 44, and while the ball |25 remains in the notch |3|, if thetop of the lever |28 is pulled rearward, the bar |23 pushes the fork |2| forward, and positive connection is established by collar |08 between cup 38 and cup 4S of high speed pinion 42.

Similarly when the ball |29 is moved over into a similar notch of the bar |25, (notch not shown) and the top end of the lever |28 is pushed forward, the bar |20 pushes the fork 22 rearward (see Fig. 7), and shifts the sliding gear H3 (see Fig. l) to its most rearward position, where it connects the shaft 3| to the gear 48 through the reversing idlers H5 and H1.

When the lever is shifted to its opposite extreme, the sliding gear H3 will be entirely on the cup 4| and in this position the shaft 3| is drivably disconnected from the transmission. In the central position of the H control lever |28, which is the position shown in the drawings,

the cup 4| and the shaft 3| are drivably connected. Detents |34 are provided to maintain the shifting bars in their several positions as in common practice.

Inasmuch as the spring clutch sleeve 34 is rotatable on the rotatable shaft 3| it is advisable that it be lubricated interiorly from a reservoir |38 centrally located partly in the shaft 3| and partly in the shaft 23. But it is not a simple matter to keep a reservoir in the center of a rotating shaft lled.

To obv-late this difficulty the two splash cups |31 (see Figs. 1 and 5) are cast integral with the transmission housing 2S near its cover |38. A

j narrow transferring reservoir |39 cored in the flywheel cover 22 surrounding the shaft 23 (see Figs. 1 and 12) is kept filled by two splash cups |31 through the holes |42. The reservoir |35 in the center of theshaft 3| and 23 is decreased in diameter at the ends as at |42 and |43. Cross holes |44 connect the transferring reservoir |39 to the main reservoir |36 through the hole |42.

Other cross holes |46 at the opposite end'connect the main reservoir |36 to the interior of the transmission housing through the holes |43. Other cross holes |41 extend outwardly from the central reservoir |35 to the rotatable parts to be lubricated. The countershaft 30 is non-rotatable and has the central reservoir |48 kept supplied through the holes |49. Cross holes |5| convey the oil to the parts to be lubricated. Oil escape grooves |52 and |53 surround shafts 23 and t! at opposite ends of the transmission, and oil return holes |54 and |55 connect these grooves with the interior of the housing 29.

The operation of the transmission may best be described by assuming a. definite R. P. M. range for the engine with definite vehicle M. P. H., for the given engine speeds, and selecting definite speeds at which the novel features of the transmission function.

Accordingly it will be assumed for illustrative purposes only, that the engine will idle down t0 three hundred R. P. M., and that it has a top speed of thirty-six hundred R. P. M.; that at its top speed it drives the vehicle at seventy-two li/f. P. H., when the transmission is in high gear, thirty-six M. P. H., in second gear, and eighteen M. P. E., when in low gear; that the construction of the clutch 28 is such that it engages and effectuates low gear at about four hundred engine R P. M., or two M. P. H.; that when the vehicle is being driven in low gear anywhere between six and eighteen M. P. H.. accelerator controlled change in ratio to second gear may be had; and that when the vehicle is being driven in second gear anywhere between ten and thirty-'- six M. P. H., accelerated control change in ratio to high gear may be had.

With these values so xed the operation will be readily understood. Regardless of whether the clutch 28 is manually operable or is controlled by vacuum or centrifugal force, or other automatic means, it should not engage until the engine has been raised from its idling speed of three hundred R. P. M. to at least four hundred R. P. M.

When the engine is first started, the H control lever should be in the position which, in a standard transmission7 represents low gear. In this position the sliding gear I I3 will be Wholly on the cup 4| and therefore entirely ineifective to transmit motion. The engine may then be raced to warm it up and even though the clutch 28 is automatic and .engages when the engine passes four hundred R. P. M., there is no connection to the main shaft 3| and the vehicle is consequently not moved.

After the engine is warmed up, if free wheeling and accelerated controlled gearratio changing is desired, the H control lever should be placed in the position which, in a standard transmission, is known as neutral. This is the central position in which the lever is shown in Fig. 1. In this position the main shaft 3| and the three driven clutch cups 4I, 39 and 38 are all connected together and therefore revolve in unison. Which of the gear ratios will now be in effect will depend upon which of the driving cups 52, 5i or 49 is driving its driven cup.

inasmuch as the spring |02 fits its cup snugly, the clutch 45 is always effective, that is, the cup 52 always drives the cup 4| except when the cup 4| runs ahead of the cup 52.

But inasmuch as the springs 53 and 80 are continue to revolve twice as fast as the balls both smaller than their cups, neither of the spring clutches 35 or 25 are normally effective but are only effective when the operator elects to have them so, and he may not, by electing, make second gear clutch 35 effective when moving less than six M. P. H., nor may he, by electing, make high speed clutch 25 effective when moving less than ten M. P. M.

When the low speed clutch 45 is effective the main shaft 3| is driven through gears 42, 43, 48 and 41 at one-fourth engine speed. When by choice the operator makes the second speed clutch 35 effective, the main shaft 3| is driven through gears 42, 43, 46 and 44 at one-half engine speed and the clutch 45 overruns.

When by choice the operator makes the high speed clutch 25 effective, the main shaft 3| is driven directly, without gearing, at engine speed, and the clutches 45 and 35 both overrun, that is, when in high gear, the driven cup 4| of the low speed clutch is revolving at engine speed but its driver 52 is revolving only one-fourth engine speed, and driven cup 39 of the second speed clutch is revolving at engine speed but its driver 5| is revolving only one-half engine speed. The manner in which the second speed clutch 35 is made to become operative at the election of the operator is best illustrated in Figs. 9, l and 1l.

When the H control lever is in the middle position shown in Fig. 1, and the main clutch 28 becomes engaged, and the engine begins driving the vehicle through the low speed clutch 45, then the relation of the parts in the second speed clutch 35 will be as shown in Fig. 9, that is, there is a slight space 55 between the outside diameter of the springs 53 and the inside diameter of the cups and 39; there is a slight space 69 between the ends of the springs 53 and the flange 51; there is a gap 68 between the inner ends of the hubs 63 and 56; and the series of balls 61 and 6| are both as near the axis of rotation as they can get. When these parts are in this relation neither of the cups 5| nor 39 will drive the other in any direction of rotation.

Now as long as the engine continues to drive the vehicle through the low speed clutch 45 at less than four M. P. H., the second speed clutch 35 will remain as shown in Fig. 9. But it must be remembered that at this time the cup 5| is `revolving twice as fast as the cup 39, consequently the balls 61 are revolving twice as fast as the balls 6|. Inasmuch as centrifugal force increases as the square of the number of revolutions, it follows that as long as the balls 61 e., the force per unit of weight of balls 61 is four times as great as that of balls 6|, and therefore the balls 61 will always move radially outward and close the gap 68 before the balls 6| move outwardly at all.

The weight of the balls 61, and the strength of the spring 1|| are so proportioned that when the vehicle is being driven through the low speed clutch 45 and the speed is brought up to four M. the balls 61 move outwardly to the position shown in Fig. 10, close the gap 68, and lock the balls 6| against outward movement. After this takes place the clutch 35 is locked so as toA be ineffective, whereupon the vehicle may be driven in low gear throughout the entire speed range of the engine because in low gear, the balls 61 will always revolve twice as fast as` the balls 6| no matter how fast the vehicle is being driven. The second speed clutch then appears as in Fig. 9 when the vehicle is driven at less than four M. P. H., in low and as in Fig.'l0 when the vehicle is driven at over four M. P. H., in low. It will be observed that in Fig. l0 there is still space 55 around the spring 53 and space 69 at the end of the spring 53. Therefore the cups 5| and 39 are still ineffective to drive each other through the spring 53 in either direction of running.

It will also be apparent that if the cup 5| can be made to drive the cup 39 through the spring 53 then the power will be transmitted from the pinion 42 to gear 43 to gear 46 to gear 44 to cup 5| to cup 39, and inasmuch as the cup 39 is part of the clutch sleeve 34 the mechanism will then be in second gear and the low speed clutch 45 will overrun. To make the second speed clutch thus effective it is necessary to cause the relation of their parts to be shifted as in Fig. 11. Whenever they are thus shifted the transmission will be in second gear.

The weight of the balls 6| in relation to the strength of the spring is so proportioned that when driving in low gear at six or more M. P. H., the balls 6I exert suflicient outward force to compress the spring. But balls 6| cannot move outwardly because balls 61 revolvingv at double the speed of balls 6| have acted ahead of them to close the gap 68. It is only by reducing the speed of the balls 61 to approximately that of balls 6| that the parts of the second speed clutch may be shifted from Fig. 10 to Fig. 11 and second gear made effective. This may be accomplished when in iow gear and moving anywhere between six and eighteen M. P. H., by releasing the accelerator pedal 91, thereby reducing the speed of the engine, which reduces the speed of the cup 5|, while the cup 39 continues on momentum at the same speed as before. When the cups 5| and 39 revolve at approximately the same speed, the small balls 61 now, no longer having four times the power because of twice the speed, yield and move inward while the larger balls 6| move outward. Fig. 1l shows the second speed clutch 35 after it is thus made operative as an overrunning clutch.

It will be seen that the balls 61 have been forced radially inward when the balls 6I have moved outwardly from the axis of rotation, the ange 51 has moved axially, closing the space 69 and opening the new space |51, and by rubbing the end of the spring 53 in a rotary direction to cause it to become of larger diameter, the space 55 around the spring 53 has been closed. In this condition the clutch is made effective as an overrunning clutch through which the cup 5| may drive the cup 39 but the cup 39 may still overrun the cup 5|.

After clutch 35 has been allowed to assume the state shown in Fig. l1 it will remain in thisstate as long as the vehicle moves more than six M. P. H. In this state the clutch may overrun, either from momentum or when the high speed clutch 25 becomes effective. When it does overrun it is considered an advantage that the end of the spring 53 is' rubbed in the rotary direction which makes the diameter of the spring smaller and reproduces the space 55 around it which minimises wear. In Fig. 11 the spring 53 is shown enlarged as it is when the cup 5| is driving the cup 39.

Bar stock of rectangular cross section yis used for spring 53 because with the length of the rectangle lengthwise of the spring suiicient friction will be had between the end of the spring and flange 51 without making the spring so much shorter, and the spring will unwind to al given increased diameter with less applied friction on the endsthan when square stockof the same section-V al area is used.

Clutch 35 is however maintainedY as anA overrunning clutch only so long asv this slight rotative friction is applied to the end of the spring 53.

If at any time the speed of the vehicle is dropped below six- M. P. H., the small springl '|0- overcomes the centrifugal force of the balls el,

, which then move inwardly and relieve the end frictionfon the end of the spring 53 which there; upon-instantly collapses to its smaller diameter shown in Fig. 9 even though at the-time it isoperating under full load. The transmissionis then again in low gear without having been given any attention from the operator.

Now when the clutch 35 is once made operative as shown in Fig. 11, the vehicle may be drivenin second gear through the entire speed range of theengine, except not under six M. P. H., that is; it maybe driven in second gear at speeds from six to thirty-six M. P. H., but any time after ten M. P. H., that the operator desires hefmay momentarily release the accelerator pedal9"| Aand the high speed clutch 25 will be made effective by changes, very like those just describedA in relation to the clutch 35.

The high speed clutch 25 is shown to an enlarged lscale in Fig. 2. When the vehicle is in second gear and moving about seven M. P. H., the small balls 83 move outwardly and close the gap 85. At ten M. P. H., the large balls Tl have-'force enough'to overcome the small spring 84 butcannot move out because the gap 85 is closed. At any speed over ten M. P. H., the operator may release the accelerator pedal 91 and slow down the speed of the cup-49 while the driven cups 38 and 39- run on momentum, until the driving cup 49 falls to approximately the same speed as the driven cups 3B and 39, whereupon the balls Tl will move out, close the space 86, apply rotative friction to the end of springr B0, enlarge it to close the space 1| and make it effective as an overrunning clutch Where the cup 49 will drive thev cup 38 but the cup 38may still overrun the cup 49.

Now just as the second speed clutch 35 may be made operative at any speed from six to thirtysix M. P. H.,so the high speed clutch 25 may be l made-operative at any speed from tento seventytwo M. P. H., but while the second speed clutch 35 automatically changes from second gear back to low gear at six M. P. H., the speed at which the high speed clutch 25 may shift back to second gear is variable and within the control of the operator.

If the' operator has reached for instance, twenty-five M. P. H., with the transmission in second gear, and decides he will shift to high gear, he releases his accelerator pedal, and when he depresses it again the transmission will be in high gear. But, if he now decides that he has shifted into high gear too soon, and wishes instead to raise the speed of the vehicle to thirty-six- M. P. H., before shifting into high gear, he merely fully depresses the accelerator pedal 91 whereupon the collar 92 forces the rods 9| against the washer 88 thereby compressing the spring 84 which forces the balls 11 radially inward, reproduces thespace 86, removes the rotative friction on the end of the spring 6|) whereupon it gets smaller and produces the space l I. When all this takes place the transmission is put back in second gear even though the vehicle is already moving. twenty-five M.v P. H.

It will of course be understood that when the operator releases theaccelerator while driving in second gear through the secondspeed clutch 35, the clutch 35releases, for otherwise the'engine would be'driven at increased speed on vehicle momentumbythe driven cup 39 acting through the driving cup 513 and gears 44, 56,- i3 and 52, and it would-'therefore be impossible to reduce the' speedlof vtheI cup 49to that of the cup 38 for their direct connection.

The clutch 35 thus obviously becomes the meansV for releasingthe drive through the gear train when'tlie-driving and driven members are to beconnecteddirectly by the clutch-25, and for remalr-ingf the connection through the gear train when the directl drive clutch-25 is forced into disengagement by depression of the accelerator pedal.

The proportion between the weight of the balls l1, the strength of the Spring 84, and the axial movementoffthe collar 92 which strengthens` the spring SE, makes it possible by mere manipulation'of' the accelerator pedal to move a vehicle from zero to eighteen M. P. H., in low gear, but hemayrelease thepedal after six M. P. H., and he will :be vin second gear. He may then vary the speed from'six to-thirty-six M. P. in second gear; but to'get' back; toy lowl gear he must decrease the speed to -less than six M. P. H.

After he-reaches ten M. P. H., in-second gear he mayl shift t-hig`h gear by releasing his ac- Celera-tor pedal.

Byveryv gradually depressing the accelerator pedal he may build up speed in high gear from ten to seventy-two M. P. H., but if he wishes to build up speed more rapidly he depresses the pedal 91 and strengthens the spring Sl'whereupon the transmission returns-to second gear and stays there until he again releases the pedal.

The principal difference between the second speed clutch-35 andthehigh speed clutch 25 is that whenvv the-"secondl speed clutch :i-once engages and changes from low gear to seco-nd gear, it isnecessary to reduce the vehicle speed to six M. P. Hz, before thetransmission will-automatically return' to low-gear, while if the high speed clutch'is-made-effective'by the release of the accelerator pedal to change the transmission from Second'to-higlf gear, the vehicle speed at which the transmission may be put back into second gear is within the' control of the operator through the pedall 9i', the-collar 92, the rods 9| and the washer 88! Of course it will readily be seen that, should-it be desirable to vary the speed at which the `transmissionwill shift from second gear back to low gear, this could be done by providing manual means, similar to that provided for the high speedlclutch by parts 92, 9i and 88, whereby the small spring 18 of the second speed clutch 35 could be varied'in the same manner.

If, because the pavement is wet or icy, or because of extended down hill driving, the operator chooses not tofhave-free-wheeling or automatic speed ratio shifting, he need only to operate the H control lever |28 to the positions'y corresponding to those provided in a standard transmission for high and second speed gear, and when he has shifted to the high position he will have positively connected cup @9' tocup 38 bythe collar iwhereby` the engine is joined directly to the main shaft 3| without gearing and Without free Wheeling, and when in the second speed position he will have positively connected cup 38 to the flange Illia` with the same collar |88, whereby he connects the main shaft 3| directly to the gear 44 through the sleeve 34, whereby it is driven at half engine speed but Without free-wheeling,

To reverse the vehicle, the operator merely pushes his H control lever to a position corresponding to that provided for reversing in a standard transmission. By doing so he shifts the sliding gear ||3 rearward, to the rear end of the enlarged part ||2 of the shaft 3| where its teeth engage those of the idler gear HE, Figs. '7 and 8.

When using the H control lever to shift into conventional second gear it is preferable that the operator, by means of his accelerator, should shift into free-wheeling second gear, for then he would slide his gear shift lever into positive connection with absolutely no clashing, because the two parts which he must connect are revolving in unison. The same is true of shifting into conventional high gear.

The gear 42 revolves whenever the clutch 28 is in engagement, and oil is thereby splashed into the cups |31, from which it flows through the holes |4| into the reservoir |39, so that the reservoir |39 is always lled.

Whenever the clutch 28 disengages and the shaft 23 ceases to rotate, the oil ows by gravity through holes |44 and |42 into central reservoir |36, the air in the shaft passing out through holes |43 and |46 at the other end. When the shafts 23 and 3| again rotate, of course there Will be a pumping action due to the revolving cross holes |44 and |48 to pump the oil from the reservoir back into the reservoir |39. But this pumping action is not effective to remove from the reservoir |36 a thin layer of oil which centrifugal force holds around its outer surface while it revolves. Some of the oil that ows into reservoir |36 will each time be pumped back but enough will remain to supply the outlet holes |41 e'ach time the shaft 23 starts and stops.

One of the chief advantages of driving a vehicle having the transmission mechanism herein described is that the operator need never remove his one foot from the accelerator pedal, thus leaving his other foot always on the brake pedal. He need rarely remove either hand from the steering wheel. After starting his engine and racing it for several seconds he may drop it to the idling speed and then set his gear shift lever in the center. If the need for reaching the maximum. vehicle speed is now extremely urgent he may, as rapidly as possible, bring his vehicle up to eighteen M. P. H. in low gear, release his accelerator for one second while the vehicle free-wheels, depress the accelerator and bring the vehicle up to thirty-six M. P. H., in second gear, again release his accelerator for one second, while the vehicle free-wheels, then depress it until the vehicle reaches its maximum speed of seventy-two M. P. H., in high gear. On the other hand if he is in no hurry he may accelerate to six M. P. H., in low gear, change to intermediate, accelerate to ten M. P. H., in second gear, then change to high gear.

Again he may wish to retain low gear throughout continued uphill driving. This he may do and drive anywhere between two and eighteen M. P. H. Or he may desire to indenitely retain second gear ratio, which he may do and drive anywhere from six to thirty-six M. P. H. All of these options the operator may choose from, and all without shifting a lever, pressing a button, or removing his foot entirely from the accelerator pedal.

When the vehicle is be-ing driven in high gear against a heavy load, the speed at which the transmission will come back into second gear depends upon how heavy the load is, for, if the load in high gear is so heavy that the accelerator is fully depressed to carry it, and this load still pulls the vehicle down to thirty-six M. P. H., the transmission will automatically shift back to second gear at thirty-six M. P. H. 0n the other hand if the load being carried in high gear is only so heavy as to require slight depression of the accelerator pedal to maintain it, then the transmission may not automatically shift back to second gear until the vehicle speed is reduced to ten M. P. H.

It will of course be understood that the M. P. H., at which speed ratio-shifting takes place has herein been selected arbitrarily, and that it may be changed to correspond to each individual application. Likewise the gear ratios of one to one, two to one and four to one used for high, second and low are only approximately those commonly used, the even ratios being herein used to facilitate description.

My co-pending application Serial Number 555,- 186, flied August 15th, 1931, discloses a transmission which isI similar in many of its parts to the present invention, the most marked improvement in the present invention being the means whereby the small spring 3 of the high speed clutch 25v is varied in strength by the movement of the accelerator pedal 91.

Having described my invention,

I claim:

l. In combination, an automotive engine, a transmission housing, a driving member extending from said engine into said housing, an accelerator pedal for said engine outside of said housing, a driven member within said housing, speed reducing gearing within said housing for rotatin-g the said driven member at a. lesser speed than said driving member, speed responsive means for connecting said driving and driven members ber, a cylindrical driven member, speed reducingV means connecting said driving and said driven members, a coil spring fitting said cylindrical driving and driven members loosely, speed responsive means for engaging and applying rotative friction to the said spring to coil the spring to a different diameter so as to cause it to fit the cylindrical members tightly, and manual means to urge said speed responsive means out of engagement with said spring whereby said spring is caused to t the said cylindrical members loosely.

4. The structure dened in claim. 3 wherein the said cylindrical members are cup shaped and the said spring fits the inner diameter of the said cups.

5. A unit of an automotive transmission comprising an engine, a driving element rotatable by said engine, a. driven element, speed reducing gearing connecting the driving and driven elements, automatic means for connecting the driving and driven elements directly, a second automatic means ior holding the rst said automatic means inoperative as long as the driven member is revolved at a reduced speed through said gearing but which permits the rst automatic means to become operative when said driving member is brought down to the speed of the driven member, and manual means to assist the second automatic means to render the iirst automatic means inoperative whenever the second automatic means has permitted it to become operative.

6. The structure dened in claim 5 wherein the automatic connecting meanscomprises a centrifugal governor.

7. The structure defined in claim 5 wherein the automatic restraining means is a centrifugal governor.

8. The structure dened in claim 5 wherein the means to render the automatic connecting means inoperative after the automatic restraining means has. permitted it to become operative, is a mechanical connection to an accelerator pedal provided for changing the speed of said engine.

9. Automotive vehicle mechanism comprising an engine, a driving member rotatable by said engine, a driven member, reduction gearing connecting the two said members for revolving the driven member at a reduced speed, means to connect said driving and driven members directly to revolve them in unison, a member automatically movableaxially to operate said direct connecting means into engagement, a second member automatically movable axially and oppositely of the rst axially movable member to hold the first said axially movable member against axial movement until the speed of the said driving member is reduced to the speed of the said driven member, a spring between the two said axially movable members urging them axially in opposite directions., and manual means operable to depress the one end of said spring to remove its tension from the second said axially movable member and thereby increase its tension on the rst said axially movable member.

10. The structure deiined in claim 9 in which the manual means is operable to simultaneously depress the said spring and to open the fue] valve of the said engine.

11. Automotive vehicle mechanism compris-u ing, in combination, an engine, three driving members simultaneously revolved by said engine at high, second and low speeds, three driven members connected together for rotation in unison, one adjacent to each of the said driving members, an overrunning clutch for each of the three driven members operable to overrunningly connect said driven members to said driving members, the low speed clutch being overrunningly connected at all vehicle speeds, automatic means for overrunningly connecting the second speed driving and driven members, a second automatic means for overrunningly connecting the high speed driving and driven members, said first automatic means being operative to disconnect said second speed clutch at a fixed vehicle speed, and manually controllable means to vary the speed at which said second or high speed clutch engages and the speed at which said high speed clutch disengages.

12. The structure defined in claim 11 having a common means for simultaneously raising the speed of the said driving members and the speed at which the high speed overrunning clutch will disengage.

13. The structure dened in claim 11 wherein there is an accelerator pedal for said engine and mechanical means operable by said pedal for raising the speed at which said high speed clutch will automatically disengage.

14. The structure dened in claim 11 wherein there is an accelerator pedal for said engine, and means whereby release of said pedal at a determined speed engages the said second speed clutch, release ata higher determined speed engages said high speed clutch, and depression of said pedal raises the speed at which said high speed clutch will disengage.

15. The combination in an automotive transmission mechanism of a rotatable driving element, a rotatable driven element, speed reducing gearing connecting the driving and driven elements, automatic means for connecting the driving and driven elements directly, a second automatic means for overcoming the rst automatic means, manual means for assisting the second automatic means in overcoming. the first automatic means, and overrunning means inthe gearing operative Whenever the combined eiort of the second automatic means and the manual means does not overcome the rst automatic means.

16. The combination in an automotive vehicle, of an engine, a driving member rotated by said engine, a rotatable driven member, speed reducing gearing connecting the driving and driven members, a clutch means for connecting the driving and driven members directly, a centrifugal means for engaging said clutch means, a second centrifugal means for overcoming the iirst, manual means for assisting the second centrifugal means in overcoming the first and simultaneously feeding more fuel to the engine, and overrunning means in the gearing operative Whenever the first centrifugal means is not overcome by the said second centrifugal means and the manual means or either of them.

17. The structure defined in claim 16 wherein the manual means comprises a mechanical connection extending from the accelerator pedal to the interior oi the said clutch.

18. The combination, in power transmission mechanism, of an engine, a driving member rotatable by said engine, a rotatabladriven member, gearing rotated by said driving member for rotating said driven member at a lesser speed than said driving member, means releasable to permit said driving member to rotate slower, with respect to said driven member, than it does when driving the driven member through said gearing, means including a clutch operative upon engagement thereof to connect said driving and driven members together for rotation in unison, a speed responsive mechanism adapted to act upon a rise in speed to effect engagement of said clutch, an accelerator movable to increase the engine speed, and a mechanical connection extending from the accelerator to the speed responsive mechanism whereby movement of said accelerator to increase the engine speed opposes action of the speed responsive mechanism to effect clutch engagement.

19. Power transmission mechanism comprising, an engine, a driving member rotatable by said engine, a rotatable driven member, gearing for connecting said driving to said driven member whereby said driven member is revolved at a slower speed than said driving member, means engageable for rotating the driven member by the driving member through said gearing but releasable to allow said driving member to be reduced to a speed, with respect to the driven member, below that at which it was revolving when driving the driven member through said gearing, clutch means secured to one of the gears, a second clutch means secured to the driven member, a speed responsive mechanism operative upon a rise in speed to effect engagement of the two said clutch means whereby the driving and driven members rotate in unison, an accelerator movable to increase the engine speed, and mechanical linkage connecting the accelerator and speed responsive mechanism whereby movement of said accelerator to increase the engine speed overcomes the speed responsive mechanism and effects disengagement of the two said clutch means.

20. Power transmission mechanism comprising, an engine, a driving member rotatable by said engine, a rotatable driven member, gearing adapted to connect said driving and driven members whereby said driven member will be revolved by said driving member at a slower speed than said driving member, a clutch means carried by the driven member, a second clutch means carried by one of said gears in axial alignment with the rst clutch means, a speed responsive mechanism comprising clutch engaging means operative in one direction by an increase in speed to engage the iirst and second clutch means whereby the driven member is revolved at the same speed as the driving member, an accelerator movable to increase the engine speed, a connecting rod extending from the accelerator to the speed responsive mechanism whereby movement of said accelerator t0 increase the engine speed may oppose and reverse the action of said clutch engaging means and thereby l disengage said clutch means, and means for connecting said driving and driven members irough said gearing when said clutch disengages to thereby revolve said driven member by said driving member at a lower speed than said driving member.

FREDERICK W. COTTERMAN. 

